A new design of Ericks racing new 2.2L piston (will be available for Racing use only ) do the hight CR 15.1-16.1 ,which he will be using a stroker kit for more displacement ...







Erick's Racing Exhaust Header





Header shot on dyno




Here is a dyno comparison of Ericks header vs a JDM Type-R header:
The header gains power mainly from 7500 rpm onwards.







[Modified by Spoon1, 4:36 PM 11/2/2002]

 

those pistons are insane

 

very nice work.


The 15:1CR with 2.2L of displacement is the icing on the cake

 

there new(pistons) and he gave me the pics to post them up and show you guys some of his new things to come

 

sweet!!!!!

 

agreed

 

Pistons look like something Endyn's had for sale for over 6 months, and designed for god knows how long.

 

2.2L stroker kit for a B18C?

 

 

15:1 compression OMG

 

What else new is there to come...

what is his stroker kit going to consist of cause those pistons need alot more to run than just a bolt on...

 

Id say!

 

ya but what larry does for hondas doesn't really matter to those of us who fly space shuttles.

 

shoot...headers are crazy its self in that design. just speechless.

 

what are the advantages of that design for the header?


[Modified by TypeR 599, 6:57 PM 11/2/2002]

 

what the hell do you have to do to the head bowl/quench area to get that dome to work? Say bye bye to your chamber (capture) volume.

 

possibly toda spec D's, erick likes those cams

 

15.1CR and 2.2L

 

what the hell does a cam have to do with the head bowl that aligns with the dome?

and those are obviously race-only pistons since they are strutted. The lack of piston skirt area reduces frictional drag and save weight but they must run pretty tight piston to wall clearances and wear the ringlands/rings.

are those pistons phosphate coated like the Mahle pistons to shorten the break in period?


[Modified by Michael Delaney, 11:48 PM 11/2/2002]

 

I would have thought with all of those twists and turns on that header's primaries that you would have seen some more hains in the midrange but the fact that it only starts breathing until 7500 rpm may be due to the 2 in. diameter those primaries have right off the bat.

That NRG Tech header which also has similar primaries twists and turns has a stepped smaller diameter out of the flange and would be interesting to see how it performs in the useable powerband.

 

word.

 

Hooch are you blorting?

underneath it all....


[Modified by Michael Delaney, 12:29 AM 11/3/2002]

 

the domes in the piston are for higher compression as you already know, the reliefs in the pistons for some serious cams as you already know, but besides milling the head or welding in the combustion chamber, it's beneficial to raise the dome of the piston for higher compression, this all being for a racing application as indicated on the title of the thread and first post.

 

also if you know already, piston design is very closely related to camshaft specs, that's why a high domed piston is necessary for a very aggresive cam in a combustion chamber already designed to flow air from a domed piston as opposed to milling the head or welding in the combustion chamber.

 

that is one huge *** dome on the piston!!!

sweet